Mechanism for road graders



Feb. 14, 1950 A. L. LADO 2,497,778

MECHANISM FOR ROAD GRADERS Filed March 17, 1944 8 Sheets-Sheet l Feb.14, 1950 A. L. LADO MECHANISM FOR ROAD GRADERS 8 Sheets-Sheet 2 FiledMarch 17, 1.944

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Feb. 14, 1950 A. L. LADO 2,497,778

MECHANISM FOR ROAD GRADERS Filed March 1'7, 1944 8 Sheets-Sheet 3 Feb.14, 1950 A. L. LADO MECHANISM FOR ROAD GRADERS 8 Sheets-Sheet 4 FiledMarch 17, 1944 Feb. 14, 1950 8 Shee'ts-Sheet 5 Filed March 17, 1944 Feb.14, 1950 A. 1.. LADO MECHANISM ,.FOR ROAD GRADERS 8 Sheets-Sheet 6 FiiedMarch 17, 1944 Feb. 14, 1950 'A. LADO 2,497,778

' MECHANISM FOR ROAD GRADERS Filed March 17, 1944 8 Sheets-Sheet '7 Feb.14, 1950 A. L. LADO MECHANISM FOR ROAD GRADERS 8 Sheets-Sheet 8 FiledMarch 17, 1944 Patented Feb. 14, 1950 MECHANISM FOR R-OAD cannonsAnthony L. Lado, Rome, N. Y., assignor, by mesnc assignments, to TheUnion Fork & Hoe Company, Columbus, Ohidy'a corporation of OhioApplication March 17, 1944, Serial No. 526,959

8 Claims. 1

My invention relates to mechanisms for road ing a grader road workingimplement.

Another object of my invention is to provide a pair of such mechanisms,as set forth in the preceding object, one disposed at each side of thegrader mechanism to efiect, in combination with a suitable similarmechanism for adjusting the implement laterally of the main frame of thegrader, the various implement adjusting movements, which may be requiredin the operation of the road grader in doing different kinds of work.

Another object of my invention is to provide improved mechanisms of thetype set forth in the preceding objects, so designed as to facilitatemounting thereof, and to achieve such compactness as to not materiallyobscure the view of the rearwardly positioned road grader operator as tothe positioning of and work being done by the grader implement.

Another object of my invention is to provide an improved mechanism ofthe aforesaid type which will be durable, capable of transmittingsufflcient force to operate the implements of the grader,

and to maintain them in any desired adjusted position, under severeconditions of operation and without undesirable lost motion betweenparts of theimechanism.

' Another object of my'inventionis to provide improved means to transmitto the laterally disposed grader blade lifting cranks, adjustmentmovements of the movable element of a reciprocating type motor, such asa hydraulic ram, and

to permit the positioning of a pair of said rams transversely of thevehicle frame and mounting thereof upon respectively opposite sides ofsaid frame. whereby to permit the operator to readily observe the roadand bank surfaces being, and to be, operated upon by the graderimplement or implements.

Other objects of the invention and the nature -of the inventionwill beclear to those skilled in the art to which my invention appertains fromthe following description of an embodiment of my invention, and theaccompanying drawings illustrating the said embodiment.

In the drawings:

l and la illustrate respectively in side elevational view the front andrear portions of a power grader mechanism embodying the principles of myinvention;

Fig. 2 is a front clevational view of the mechanism of Fig. 1:

Fig. 3 is a top plan view of the implementcarrying sub-frame:

4 is aside elevational view of an implement-carrying sub-frame of thegeneral type commonly employed to support a grader blade in diiferentoperative positions; Fig. 5 illustrates a plan view of a pair ofhydraulic power rams carried upon the main frame and novelmotion-multiplying crank operating lever linkage for variably throwingthe side lifting cranks of a grader mechanism to elevate and otherwiseadjust the two sides of the sub-frame of Figs. 3 and 4 with respect tothe terrain and the main frame;

Figs. 6 and 6a illustrate in either elevational and side elevationalviews respectively a lever link employed in the apparatus of Fig. 5;

Fig. 7 is a front elevational view of the apparatus of Fig. 5;

Fig. 8 is a side elevational view of the apparatus;

Fig. 9 is a view of the apparatus of Fig. 8 taken as from the right sideof the showing of Fig. 8; and

Figs. 10 and 11 are views of a diagrammatic nature to illustrate theprinciple of operation of trated the same as applied to an 'improveddesign road grader of the power grader typewherein a prime mover such'as an automotive engine carried by' the grader vehicle frame producespower for the various mechanismswith which the grader is equipped. Moreparticular1y, t he illustrated grader is in the heavy duty class whichemploys a tandem wheel driving mechanism, the two pairs of tandem wheeisof which support the rear enginc and operator cab equipment.

My invention, in part, relates to the application of hydraulicallyoperated motors preferably including a rotary type motor andreciprocatory motors in the form of hydraulic rams, the rotary motorbeing preferably employed to rotate the circle which carries the graderblade, and the rams being employed to adjustably actuate and adiustablyhold various elements. of the grader mechanism, such as the blade andthe scarifier in order to suitably apply such blade and scarifierimplements to the terrain being operated upon.

More particularly, because the grader is of the self-propelled type, thedisposition of the various elements including the hydraulic ram-s andmechanisms associated therewith are quite important in order to preserveto the operator the ability to see beyond said rams and mechanisms tothe terrain being approached during traveling operating periods; also,the mechanical functions served by the hydraulic rams and the linkage bywhich the implements are motivated by the hydraulic power of the ramsare quite efficiently achieved by the disposition of parts hereinafterrelated.

Referring now to the various figures of drawing in all of which likeparts are designated by like reference characters, the illustrated pre.

ferred embodiment of my invention is shown as applied to a power graderhaving a longitudinally extending arched main frame comprising a pair ofgenerally converging main frame beams I and 2, welded together at theirforward ends at I' and 2', with a plurality of cross frame braces suchas that shown at 3. The longitudinal main frame beams I and 2 preferablycon verge from the rear of the vehicle, where they are supportedco-axially of the swivelin axis of the tandem rear wheel bogie assembly,not shown, by a bracket I4 depending from the main frame and carrying ajournal for the laterally extending bo-gie shaft I13 upon which the mainframe is supported and journalled. While the verging beams 4 and 5, thecross-beams I2 and I3, the forward portion being flexibly universallyconnected at I40 to an upstanding forward bolster -'I which is rigidlybolted or welded to the main frame, and in turn is hingedly secured tothe front axle f, by an interconnecting bearing pin 8 which is disposedin the longitudinal axis of the vehicle.

The sub-frame is universally connected to the bolster to permitindependent lateral universal upward and swinging movements of the rearend of the sub-frame without communicating similarly operating force tothe main frame or to the front axle. The sub-frame extends rearwardlyfrom its point of connection with the bolster element of the main frameto a region therebelow disposed substantially in advance of vtheoperatorfs control panel 9.

The sub-frame cross-beams i 2 and I3, as shown in Fig. 3, supportbearing elements Hi, provided to support the rotatable implementcarrying circle I which is journalled for rotation upon said bearings. I

To opposite sides of the circle I 5, spaced implement supporting arms25, shown in Fig. 1, ex-

tend pendantly to carry the moldboard assembly 260, which moldboardsupports the grader blade 21.

The rearmost cross beam I3 of the supplemental frame 15 is provided withtwo like pairs of outer and inner rearwardly presented ball ele- .ments3! and 32, one pair of said ball elements .3 I being disposed nearestthe ends of'the cross beam.I3 and each ball of the other pair 32 is.

' spaced somewhat inwardly of said cross beams.

When the grader is employed to grade a slope disposed entirely laterallyof the front and rear wheels extending angularly upwardly, the sideshift crank and link exercises a lifting effort applied towards the sideof the rear portion of the sub-frame which is being adjusted to arelatively lowermost position, the lift crank and link disposed nearestthe slope being then attached to the uppermost side of said sub-framerear portion and the more remotely disposed lift crank and linkexercises a predominantly lateral thrust upon the lowermost rear sideportion of said subframe according to now well known common practice.

The steepness of the slope which may be thus operated upon by the blade21 carried by the sub-frame is increased b the extensible nature of theside lift links 25 which comprise an upwardly extending rod 26atelescoped into the downwardly extending tubular portion. 261), the rodhaving a transversely extending bore which is alignable with one or theother of the transverse bores extending through the outer tube wherebythe eifective length of the links ZSmay be varied.

Briefly, the lift cranks 204 and 295, Fig. 2, are preferably journalledupon stationary shafts II which, in turn, are each rigidly carried bythe main frame beams I and 2 by brackets 24 preferably welded to thesides of said beams, and said cranks are adapted to rotate about saidshaft axis, different rotative positions of said cranks Ell-i and 205being illustrated in Figs. 1,. 8 and 9.

As best shown in Fig. .1, a pair of lift links 28 interconnect by auniversal joint connection with the free end of each said lift crank 204or 205 with the associated ball connector 3| secured to the rearmostsub-frame cross beam I3 which is disposed at the corresponding lateralend of said sub-frame cross beam.

Therefore, upon rotation of either or both of the lift cranks 204 and/or205 from the position, as shown in Fig. l, to any more upwardly disposedposition, each of said cranks will lift the corresponding side of thegrader sub-frame to elevate the corresponding end of the blade accordingto the degree of elevation of the end of such lift crank.

The side shift crank 40, shown in its lowermost position in Fig. 1, whenrotated about the crank axis by rotation of the shaft 4i! supportingsaid crank I24 will shift thev entire sub-frame laterally according tothe degree of rotation of said side shift crank by virtue of the pull orthrust communicated to the sub-frame by the side shift link 38 which isuniversally connected at its two ends to the ball connector 40a at theend of the crank and one of the ball connectors 32 each of which iscarried by the rearmost subframe cross beam I3 and each being spacedinwardly on said beam a short distance towards the middle of the beam.

All universal joint connections of said lift and side shift links to thecrank connector balls and sub-frame connector balls are preferably ofthe usual ball and socket type, said connectors carrying the socketswhich are fitted in encompassing relation onto the connector balls. Theside shift crank is adapted to be interchangeably connected to eitherone of the connector balls 32 to better adapt the side shift crank toshift the sub-frame alternately towards or to the two sides of thevehicle.

For bank-sloping by making the link nearest the slope shorter and theremote lift link longer,

the sub-frame may be 50 adjusted laterally of the vehicle as to gradevery steep slopes. The degree to which the sub-frame may be adjustedlaterally and vertically of the main frame supports is also increased bythe employment of what is termed herein motion multiplying link agemechanism, later herein described, the principle of operation beingillustrated in Figs. and 11.

All of the reciprocatin type motors employed in the illustrated graderare provided with an enclosing cylinder and a piston longitudinallyreciprocable therein according to any difference in pressure at the twoends of the cylinder. The valves 8! to 81 inclusive are each of thattype whereby fluid from the pressure line may be directed through eitherof the conduits a or b, at will, and whereby either of said conduits ofeach pair may be placed in communication with the return line leading tothe reservoir; also, whereby communication between both of the conduitsa and b of each pair may be completely out off. In other words, theliquid is trapped in the conduits a and b and the cylinder of theparticular hydraulic motor involved.

In prior types of road grader mechanisms wherein the varying adjustmentsof the bladecarrying sub-frame are achieved by rotary movements ofoperating cranks which, in turn, are moved by manual efiort imposed upona hand wheel or the like at the operators station between 'such a handwheel or the like and the associated operating crank, there was commonlyinterposed a reduction gearing mechanism comprising gears, pinions, rackor the like whereby the crank being moved through a relatively smallangle of rotation by a substantially greater rotation of such hand wheelusually involving a number of revolutions thereof, the manual powerrequired. at the operators station was considerably reduced at theexpense of a greater length of time to accomplish the operation.

Previously also, fluid pressure motors of the rotary and linearlyoperative ram types have been employed with some success, the formerbeing objectionable because of the large sizes required, the lack ofefficiency thereof and the difficulty of so disposing the same to avoidinterfering with the forward vision of the operator currently requiredto view the terrain at and ahead of the operating grader blade and thelatter being commonly objectionable for various reasons depending uponthe particular arrangements employed but mainly because such a ram, whendirectly connected through a rotative shaft to such an operative crank,inherently can only rotate such a crank over a limited angle ofrotation, which, under most favorable conditions of practical use forthe purpose here involved, can not readily exceed a maximum of 108.

My present invention involves the utilization of a novel system ofinter-related levers interposed between a movable element of such a ramand such an operating crank effective when the ram is operated to rotatethe crank over a much greater angle, than such hydraulic rams, aspreviously employed on grader mechanisms, have previously been capableof accomplishing.

By the use of such a lever linkage, as illustrated in duplicateparticularly in Figs. 5 and 6, and Figs. 8 and 9, as well as in the moreor less diagrammatic views of Figs. 10 and 11, and as illustratedelsewhere in other figures of drawing, as will hereinafter appear, Ireadily achieve a rotative-oscillatory adjustment of such an operat- 6ing crank by virtue of a single thrust movement of the associated powerram over any part of an angle at least up to and including an angle of216. This is accomplished by a single operation of a a single hydraulicram with simply constructed relatively inexpensive mechanism, such asherein disclosed in Figs. 10 and 11. A pair of stationary mounting rodsor shafts ii and H6 are rigidly carried by a fixed element of thevehicle frame, herein later more specifically identified.

Also, as hereinafter more fully set forth, from the ability to achievesuch an increased crank arm adjustment angle by a single movement of asingle hydraulic ram, other advantages hereinafter re lated inconnection with the blade reversing operation accrue, and. the necessityof frequently re adjusting the lengths of the extensible links disposedbetween the operated cranks and the operated implement is minimized, andresults in the ability to quickly adjust the blade over a clear range ofwidely varying adjusted positions.

The following description of my improved transmission mechanism is basedprimarily upon the disclosures of Figs. 10 and 11 which respectivelyshow two opposite extreme adjusted positions of essential elements ofmechanism, reference, however, being made from time to time to otherfigures of the drawing which show said elements in association withother associated elements of mechanism and as applied to a road grader.The principle of operation may be understood by reference to Figs. 10and 11, the few parts therein illustrated being identified with thecorre sponding parts as employed in connection with the operating cranks2M and 205 shown in other figures of the drawings.

It is to be understood that in certain embodiments of my invention, suchas are employed for the lift link cranks 204 and 205, Figs. 5 and 7,that said shafts H and HG are rigidly immovably mounted upon the gradermain frame as distinguished from cranks H3 and H4 of said transmissionmechanism which, in said embodi ments, are journalled upon said fixedshafts for relative oscillatory rotary movement thereon. by their hubsIll and H2, respectively.

In other embodiments, such as that employed for the blade side shiftingcrank 48, said hubs are rigidly secured to shafts similarly positionedwith respect to the rest of the mechanism but which, in such case, arethemselves rotatably journalled within elements of the grader frame andsaid hubs are rigidly and relatively nonrotatably' carried by suchshafts.

It will be understood that although such are not shown in said figures,the crank hub III is provided with a second crank arm integrally formedwith said hub and arm, said second arm for the hub HI being identifiedin Figs. 5 to 7 inclusive, 8 and 9 and elsewhere, as a laterallydisposed lift crank such as shown at 25M. There fore, the hub l l lcarrying two crank arms l i3 and 5 is, in fact, a bell crank element andis the final operated element of the mechanism.

Similarly, the crank. hub I 12, in addition to the arm l M, is providedwith another crank arm not shown in the diagrammatic Figs. 10 and 11,but also illustrated in the above recited figures of drawing, suchadditional crank arm being best illustrated at H5, Fig. 5, which,incidentally, shows the hub H2 and arms H4 and H5 in one particularposition of adjustment, and moreover; clearly shows that the arm H5 isthat to which the piston rod H6 of the lift link hydraulic cylmeans 7inder 90 is. universally connected by the ball and socket universaljoint I IT.

The bell crank unit II2, I I4 and. H5, therefore is readily understoodas being that unit of the transmission mechanism, which is initiallyactuated by the hydraulic ram and transmits a rotative effort to theintermediate link H8 which, by hinge pins IIS and I20, is hingedlyconnected with and interconnects the ends of the crank arms H4 and I I8of the mechanism.

Both the crank arm II 4 for the first or motivating. element of thetransmission and the link I I8 are, as illustrated, advantageously andusually preferably arcuately formed whereby, in theultimate position ofthe parts, as illustrated in Fig. 10, they are adapted to closelyembrace the hub III which is journalled upon the fixed shaft II.

By virtue of the above form and disposition of the: curved crank arm H4and curved link I18 interconnecting the crank hub H2 and the outer endof the short crank arm I I3, together with the radially spacedpositioning of the axes of hubs III and H2 when the hub H2 is rotatedover a given angle, as for instance an angle of 108 communicated to itby the hydraulic ram as through the piston rod IIG, universal joint II!and motivating crank arm II5, as shown in Fig. 5, the

crank arm H4 is moved in a clockwise direction about the axis of the hubII2, a distance of 108 as indicated in Fig. 11.

The hinge link pin I I9 is moved about the axis of hub I I2accomplishing an unwinding pull upon the short crank I I3 through thetwo hinge connectors H9 and I20, thereby unwinding the arm II 4 and.link II8 from about the crank hub III to cause the above designatedparts to take the relative positions shown in Fig. II wherein the crankarm I I3 which, in Fig. 10, is illustrated as extending directlydownwardly from its hub axis is, in Fig. 11, shown as having rotated adistance of 216".

In other words, the hub I II for the crank arm II3 being with its othercrank arm 205 which constitutes a blade-lifting crank for rotating overan angle of 216 shown in Fig. 2 and elsewhere, precisely twice the angleof rotation of the crank II4 from which the rotative movement of thecrank 205 is communicated through the intervening crank II4, link I18and crank II3. since, as previously stated, even though the motivatingram such as 90 of Fig. is universally connected to its fixed mount bythe universal joint I2I to its mounting bracket I22 which, in turn, isrigidly carried by a main frame beam such as I, the combined fact of thelongitudinal thrust of the piston rod H6 and the concurrent progressivetilting of the ram cylinder 90 and rod IIS can not practically rotate acrank such as I overan angle. greater than. 108; Such rotative movementof a crank arm II5 is converted by the intervening and interlinkedcranks H5 and H4 to. a rotative movement of a lift crank 205 in theratio of 1:2 or to an angular movement of such a crank'205 of 216.

Of course, to. accomplish this greater angularity in movement throughthe motion multiplying effect of the interlinked elements of: themechani'sm, the ram must be of correspondingly greater power andtherefore of greater diameter.

The above described rams and hubs for the bellcrank arms comprising theactuating arms to which the piston rods are connected and. the

actuated lift arms to. which the lift links are com nected comprise aunitary assembly of. lift link operating parts; all of said. parts are.mounted upon the bracket means 24 and all together can be unitarilyassembled in advance of mounting upon the grader frame beams I and 2either by bolting or welding. The bases of said brackets 24', said.rams, and motion multiplying linkage, and associated parts are well outof the way of any moving part of. the grader mechanism or any portion ofthe adjustable sub-frame and without requiring the usual relatively longrock shafts commonly provided to remove the rams and associated partsfrom interfering proximity with the sub-frame, the blade carried therebyor other movable parts of the grader mechanism.

I prefer, for ordinary present-day power road grader operations that thearms 2.05 and H3 extend from. the common hub I II in the relativeangular relationship illustrated. in Fig. 6, although I. am. aware. thatrelative angular dispositions of the arms of the bell crank lever may beotherwise. than as illustrated therein with useful results, particularlyfor certain kinds of Work.

The angular relationship as between the arms I I4 and -I I 5 extendingfrom the common hub I.I.2 will be dictated by the mounting position andattitude of the ram such as that shown at 9.0. Fig. 5,v employed. toactuate the transmission mechanism through the piston rod H6, andmotivating arm II5 universally connected at its end to the end of saidpiston rod.

The relative angularity of said arms I I4 and 5, as illustrated in.thevarious drawings, isthat deemed best for general purposes with the ramsdisposed in substantially horizontal position extending transversely ofthe grader frame beams and immediately about. said beams which positionis deemed highly desirable for a number of reasons, elsewhere herein setforth and which I therefore believe would be inventively novel, whereasin the foregoing description, I have made particular reference to themechanism as illustrated at the right side. of Fig. 9, i. e., disposedat the left side of the vehicle frame viewed from the rear. I

Although the similar mechanism disposed at the opposite side of themachine to actuate the lift crank 204, as distinguished from that forthe lift crank 205, is functionally the same, minor differences in thetwo mechanisms will be noted, such differences resulting merely from thefact that the ram 89 is disposed more forwardl of the. grader framebeams I and 2 than the ram 90 and also, from the fact that the actuatingmovements imparted thereto by similar movements of the ram pistons arein opposite directions, since upon similarly applying predominant fluidpressure to the rear of or in front of the pistons for the two rams, itis highly desirable that: the left. and right liftv cranks 204. and 205be rotated in opposite rotative directions and vice versa.

As previously described, all of the movable parts for the twotransmission mechanisms each adapted to rotatively adjust a differentone of the two lift cranks 20.4 or 205, comprise a pair of bell crankelements intermediately interlinked together, and each of the-bellcranks of each unitary mechanism is journalled and supported by its. hubupon a different rigidly mounted one of two parallel relatively spacednon-rotatable rods II and H0, both rods being preferably disposed inthe. same horizontal plane, and as is best illus trated. in Figs. 9 and,10., said. supporting rods. at each side of. the main frame are rigidlycarried by suitable mounting brackets 24, which are rigidly secured bywelding or otherwise to the dfihtiguous main frame beam, beingnon-rotatably secured thereto. Each of the lift cranks 204 and 205carries at its end a ball element 4 and 5 respectively adapted to beuniversally connected to the upper tubular element 26b of a pair ofrelatively telescoped link elements including also the upwardlyextending rod a, the latter terminating downwardly in a socket element33 of a universal joint connection between said link and the associatedjoint ball 3|, Fig. 3, carried at the sides of the rear portion of thesubframe 15.

The two parts of the extensiblelinks 26 thus provided at the two sidesof the vehicle are adjustably connected together by a pin 26 projected,as previously stated, through any selected one of a plurality oftransverse apertures through the upper link element and also, through apreferably larger transverse bore through the inner upwardly extendingrod element of said link whereby in advance of operation of the grader,the length of said links may be made such as will best adapt them tomost favorably position the blade for the intended work by a singleoperative ad usting movement of the associated lift crank 204 and/or205.

The same lift link length adjustment feature is provided for the otherlift link and in accord with long and well known practice as disclosedin United States Letters Patent No. 1,429,026 to.

Edwards, issued September 12, 1922, and therefore being no part of mypresent invention.

A third crank 40, commonly termed a side shift crank, is employedprimarily for imparting lateral adjustments to the blade-carryingsubframe, a link 38 being universally connected at its ends to saidcrank and one of the pair of ball elements 32 disposed in line with theballs 3|, but slightly inwardly thereof, on the sub-frame cross beamsI3.

The mutual functional relationship as between the two lift link cranksand the side shift crank is well known and understood and is generallydisclosed in the Gledhill Patent No. 1,528,325

dated March 3, 1925, and from such disclosure it will be understoodthat, when the blade is adjusted by said cranks and their associatedemployed.

In addition to the precedently described side shift crank 40 andassociated link 38, the so-called side shifting mechanism comprises alsoa transmission mechanism of the same general type as that illustrated inFigs. 10 and 11 and of which a pair of slightly differently constructedembodiments have been described in connection with the side liftmechanismassociated with the lift cranks 204 and 205.

The principle of operation in both cases being the same, the side shifttransmission mechanism may be more briefly described. Referringtherefore principally to the drawings of Figs. 1 and 8 and 9, whereinsaid side shifting crank 40 is shown as rigidly secured at I23 to theshaft I24 which is journalled at its ends in a pair of hangers I25 andI26 which are each secured to one of a pair of cross beam braces 3,secured to and extending between the main frame beams I and 2, inrelatively spaced relation longitudinally of the main frame. 7

A second shaft I21 is disposed adjacent to,

i0 slightly above and to one side of the shaft I24, and is similarlyjournalled and carries a crank I28. A hydraulic ram motor device Bicomprising a cylinder, piston and piston rod is interconnected betweenthe end of the crank I28 and a bracket I29, the latter being rigidlysecured to the main frame beam 2. Universal joint connections at ldlland I3I are provided for interconnecting said ram motor to said bracketand. said crankrespectively.

Although, by the nature of the rotative movement of the crank I28, theram device may be laterally inclined depending upon the hydraulicallyeffected position of the piston and piston rod I, the ram motor isdisposed in a generally upright attitude, as illustrated inthe drawings,and the two cranks I28 and 40 being rigidly fitted onto their respectivecrank shafts I21 and I24, are rotatable therewith.

Means are provided for communicating driving motion from the crank I23to the side shift crank 40, said means comprising the crank I I3arigidly affixed to the shaft I24 and the longer arcuately curved, crankII4a which is rigidly secured to the shaft I21 and the interconnectinglink H8 which is hingedly secured at its two ends to the ends of saidcranks II3a and HM. except for the fact that the crank 40 and crank II3aare interconnected by the shaft I24, and the cranks I28 and H411 areinterconnected by the shaft I21, and the fact that all of said cranksare rigidly secured to said shafts, the modus operandi of the transnission mechanism comprising the elements H311, II Ia and IIGa issubstantially identical with that described for the correspondingtransmission mechanism, as illustrated in Figs. 8 and .shafts whereasthe corresponding cranks identifled by similar numerals for the liftcrank transmission mechanism previously described are relativelyrotatable with respect to the fixed rods or shafts upon which, in thatcase, said cranks are journalled.

Therefore, from the foregoing description of the transmission mechanismof Figs. 10 and 11, it will be understood that the motion multiplyingfunction performed by the cranks and interconnecting links thereofapplies also to the transmission mechanism of Figs. 1, 8 and 9 inclusivewhere the various cranks are all rigidly securedto rotatable shaftsinstead of themselves being rotatable upon. fixed shafts; It Therefore,also as in the case of the lift crank 204 and 225, the side shiftingcrank 40 is susceptible of adjustmentto any rotatably adjusted positionwithin angular limits of approximately 216 even though the hydraulic ramis only capable of actuating the primary-crank I28 over an angle of 108whereby extreme lateral adjustments and steep bank cutting adjustmentsare readily quickly effected upon the blade-carrying sub-frame 15 by asingle operation of the hydraulic motors 89, and 9|, all of the latterbeing susceptible under the control of the manually operated valves,shown in Fig. 9 at 8I 81 and 82, respectively, and that by varying theadjustment of said valves with respect to each other, the position andattitude of the blade carrying sub-framemay be variously positionedinvarious attitudes as maybe desired.

Reference is hereby made to my co -pending application, Serial No.624748- filed October 26, 1945, and now Patent No. 2,488,016'grantedNov. 15', 1949, and in which the same road grader mechanism isillustrated and described and parts 'thereof being more specifically andcompletely shown and described in said co-pending application which is adivision from the present original application and thereforedescriptive, and illustrated portions of the said co-pending applicationare incorporated herein by reference for a more specific and completeknowledge of the complete mechanism which comprises the presentembodiment of my invention.

Havingthus described my invention in certain embodiments thereof, I amaware that my invention may be embodied in structures in many varyingforms and for punposes Widely variant- 'ciated pairs of bellcranks eachbeing disposed at different sides of the main frame above said rearsu-bframe portions, each said bellcrank comprising a hub, a primarylever arm', and a secondary lever arm, mount means at each side of theframe, each comprising separate journal means for eachof the pair ofhubs at that frame side, saidrno-unt means adapted to support each of anassociated pair of said bellcra-nks for oscillation onrelativelyseparateand parallel longitudinally extending axes, a linkhingedlyinterconnecting the free end of the secondary lever arm of afirst bellcrank' of a: pair totheprimary leverarm of the secondbellcrank of'the same-pair, a pair of hydraulic rams each comprisingoppositelyextending cylinder and piston rod elements, said rams disposedinside-by sid'e relationship and extendingtransversely across saidframe, one of said elementsof each said rams being flexibly anchored tosaid mount means disposed at a relatively different side of said mainframe, the

other element of each said ram being flexibly secured to the primarylever arm of the said first bellcrank of the associated. pair thereof,and the secondary lever: arm of the second of each associated. pair ofbellcranlss comprising a; lift: crank, and, means to flexibly connect,the: free end. of said lift crank. to the upper end of the; lift linkdisposed at the same side of the frame,

2. In a, road grader in. combination with the arched main frame. andunderlying blade carrying sub-frame, flexibly forwardly interlinkedtherewith, and. with. the lift. links of said grader each flexiblyconnected at. its lower end respectively to the two different sides: ofthe. su .-frame,

a, pair of motionrmuliti'plying mechanisms disposed at difierent sidesof' the main frame each comprising a pair of driving and. drivenbellcranks independently journalled on said main frame; the axes of saidjournals extending longitudinal'ly of themain frame-inclosel'y'iht'erspaced parallel relation, a rig-id hingedlyinterconnecting an arm or said driving be-llcrank with an arm of saiddriven bellcrank, the interconnecting hinge point on said driving leverbeing more remote from its crank axis than is thehinge point on thedriven bellcrank arm from its crank axis, said lift links being eachflexibly interconnected at their upper ends with the other arm of theassociated said driven bellcrank, of a pair of hydraulic rams eachhaving a fixed end and a longitudinally reciprocableoppos-ite end, saidrams dis- .posed in substantially parallel relationship and extendingtransverselyof, and having their fixed ends flexibly secured to saidmain frame, and said opposite end of" each said ram being flexiblyconnected to--the other arm of the driving bellcrankwhich is disposed atthe other side of the main frame.

3. In a road grader the combination with a wheel-supportedlongitudinallyextending arched main frame, a sub-frame flexiblyconnected at its forward endto a forward portion of said frame, amoldboard' carried by said sub-frame, spaced apart links each connectedbya lower end of said sub-framey dual pairs of driving and drivenbellcrank levers, each pair positioned on relatively different sides ofsaid frame, the levers of each pair j'o-urnalled' on said frame torotatably' oscillate on relatively parallel longitudinally extendingaxes, separate link means hingedly' interconnecting an arm of thedriving bell'crank of each said pairto an arm of the driven bellcrankthereon, means flexibly connecting each of said links with the other armof each said driven bellcrank, a pair of reciprocating'fiuid pressuremotors disposed transversely of" said frame in sideby-side compact,relationship, the two ends of each said motor" being respectively"flexibly connected to an actuating crank arm of the driving one of saidlevers and to the opposite side of said frame, both said bellcranklevers each with its pair ofarms, said lever linkage and said motorscomprising a. unitary assembly of elements adapted for' mounting on saidgrader frame so as to position the free ends of said lift crank armssubstantially in the vertical plane of said lift links.

4'. In a road grader, the combination. with a longitudinally extending.upwardly arched main frame, a blade-carrying" sub-frame disposedbelow'themain frame and flexibly connected at its forward end to aforwardly disposed portion of the main frame, lift links extending,upwardly from a rear blade-carrying portion of the subframe and flexiblyinterconnected therewith, two associated pair of bellcran'ks each pairbeing' di'siposed at different sides of the main frame above said real"sub-frame portions; each said bel'lcrank comprising a primary-lever arm,and a secondary leverarm, mount means adapted to support each of anassociatedpair of said bell'cranks for oscillation on relativelyseparate and'parallel longitudinally extendingaxes, a link hingedly'interlinking the free end of the secondary lever arm of a firstbellcrank of a pair to the primary lever arm of the second bellcrank ofthe" same pair; a pair of hydraulic rams each comprising oppositelyextending cylinder and piston rod elements, said rams disposed inside-by-side relationship and extending transversely acrosssaid frame,one of said elements of each said rams being flexibly anchored to saidmount means disposed at a relatively different'side of said main-frame,the other element of each said ram being flexibly secured to the primarylever arm of the said first bel1- crank of the associated pair thereof,and the secondary lever arm of the second of each associated pair ofbellcranks comprising a lift crank, and means to flexibly connect thefree end of said lift crank to the upper end of the lift link disposedat the same side of the frame, the radial distance between theinterlinking hinge point of said secondary arm of said first bellcrankand its journal axis being greater that the correspond ing dimension forsaid primary lever arm of said second bellcrank.

5. In a road grader, the combination with a longitudinally extendingupwardly arched main frame and a tractively related blade-carryingsubframe which is flexibly connected 'by its forward end to asubstantially forward portion of the main frame, a pair of motionmultiplying mechanisms each thereof being positioned upon a differentside of the main frame, each said mechanism comprising a pair ofbellcranks, each hav-- ing an operating and an operated arm and eachcrank being journalled to swing its said arms about a longitudinallyextending axis which is relatively parallel and laterally interspacedwith repect to the other crank axis, a link hingedly connecting theoperated arm of the first bellcrank of each :pair with the operating armof the second bellcrank of the same pair, the operated arm of saidsecond of said bellcranks of each pair being in the :form of a liftlever, a lift link disposed at each side of the frame, each said liftlever being flexibly interconnected with the upper end of the adjacentlift link, each said lift link having its lower end secured to the rearportion of said sub-frame which is normally disposed at the same side ofthe grader main frame as is said lift link, and a pair of power actuablethrust elements disposed in substantially side-by-side relationship andextending transversely of and comprising a portion anchored upon saidmain frame, a power delivery thrust member for each said thrust element,each of said pair of thrust members adapted to be outwardly thrust andretracted in relatively opposite directions with respect to the otherthnust member, and each said member being secured to, and adapted tocommunicate thrust and retracting efforts to, the operating arm of thefirst said crank of that set which is disposed at the side of the mainframe towards which said thrust efforts of said member are directed.

6. In a road grader, the combination with the longitudinally extendingupwardly arched main frame and a blade-carrying sub-frame thereof,interconnecting means flexibly joining the forward portions of both saidframes, a pair of motion multiplying mechanisms, one at each side of themain frame, each said mechanism comprising a ,pair of bellcranks eachhaving a power receiving crank arm and a power delivery crank arm, linkmeans flexibly interconnecting the @power delivery arm of a firstrelatively driving one of said cranks to the power receiving arm of thesecond crank, 'both said cranks oscillatable on relatively parallelclosely interspaced and longitudinally extending axes, a pair of liftlinks each having its lower end flexibly connected to a rear portionofsaid sub-frame, a pair of hydraulic rams extending transversely of themain frame, each ram comprising relatively oppositely extending cylinderand piston rod elements, one of said elements of both said rams beingrespec tively flexibly connected to relatively opposite sides of saidmain frame, and the other element 14 of said rams being each flexiblyconnected to the power receiving arm of a relatively different drivingone of said first cranks, and the power delivery arm of each saidreceiving crank being flexibly interconnected with the upper end of arelatively different one of said lift links.

7. The road grader mechanism substantially as set forth in claim 5characterized by the provision of mounting means secured to the mainframe and said motion multiplying mechanism and said thrust elementsbeing unitarily secured to and carried by said mounting means.

8. A road grader comprising in combination with a longitudinallyextending upwardly arched main frame and a sub-frame tractively engagedby a forward end thereto, two sets of bellcranks, each respectivelysecured to a relatively opposite side of the main frame, each crankcomprising a primary and secondary arm, the cranks of each set beingjournalled to be swung on substantially longitudinally extending axeswhich are substantially closely laterally interspaced, the secondary armof a first crank of each set being longer than that of the primary armof the second crank of the set, a link interconnecting the ends of saidsecondary and primary arms of said first and second cranks of both saidsets, said link and each said crank set together with its associatedlink being so formed and disposed as to be adapted to respond toopposite swinging movements of said secondary arm of the said firstcrank to alternatelylplace the primary arm of said second crank inextended relation to said link, or in re-entrant embraced relation withrespect to both said link and said secondary arm of said first crank,the secondary arms of said second cranks of each set being in the formof lift levers for elevating and lowering the grader blade, a pair oflift links at the two sides of the main frame respectively flexiblyjoined at their upper ends to the free end of a different of said liftlevers, and the lower ends of said links being flexibly joined torelatively different side portions of the sub-frame which correspond tothe main frame side carrying the associated lift lever, and a pair ofpower actuable thrust elements disposed in substantially side-by-siderelationship and extending transversely of and comprising a portionanchored upon said main frame, a power delivery thrust member for eachsaid element, said pair of members adapted to be outwardly thrust andretracted in relatively opposite directions, with respect to the othermembers, and each said member being secured to, and adapted tocommunicate thrust and retracting efforts to, the operating arm of thefirst said crank of the set which is disposed at the side of the mainframe towards which said thrust efforts of said member is directed.

ANTHONY L. LADO.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 304,048 Tripp Aug. 26, 18841,918,169 Arndt July 11, 1933 1,964,440 Patch June 26, 1934 2,128,881Iverson Aug. 30, 1938 2,247,464 Arndt July 1, 1941 2,340,169 Arndt Jan.25, 1944

